The Preventive Maintenance Monthly is an official publication of the Army, providing information for all soldiers assigned to combat and combat duties. The magazine covers issues concerning maintenance, maintenance procedures and supply problems.

Summary:

From 1951 until 1971, Will Eisner illustrated and co-wrote PS. Self-descriptive in purpose, featured a mix of illustrated articles, diagrams, and comics.

Additional Physical Form:

Vols. for Dec. 1990-1991 distributed to depository libraries in microfiche.

General Note:

No. 61-<74> are photocopies (positive) copyrighted by Will Eisner Productions.

It's that time of the year again. The mon-
soons have stopped, and mud hasturned to dust.
Wheels, feet and tracks with a little breeze
added, turn that dust into clouds.Then it goes every-
where on, over, into, through everything.
<1L Which means you've got a PM job, a big one. It's to keep that
S dirt from your equipment. Dirt will make it fail, damage it or
maybe kill it off completely.
In the dry season you've got to fight dirt all day every day. You
protect your gear in whatever way you can. Clean it off, using what-
pvpr'c rioht fnr onur ni linment Vnor tnn l matY ranoP frnm a tiny

rubber blower syringe and delicate lens brush to rags, brooms
shovels. The big thing is clean it off.
' Then, there are filters. You have them on engines and ele
tronic equipment to keep dirt from getting inside.Be sure
the filter element is kept clean or changed so it will
^ stop dirt.

Lube gets more dirt in it
quicker. That's why your equip-
ment will need lubing more often.You
may have to change oil in your engine
at only a fraction of the usual miles
or time; don't let dirt in oil grind
your engine to bits.
Sc. it'. dusl time
Fith l it before It :.op 'our equip-
mernt

Give a cannibal a hand and he's likely to ask for an arm (steering, that is) or
the whole chassis .. with a turret thrown in, to boot.
This is an obvious display of no couth on the part of that cannibal type and
requires your supporting supply activity to appoint a "Couth Control"-or
"Controlled Cannibalization" -NCO (CCNCO).
This CCNCO's guide, naturally, is AR 750-50 (Aug 68), which explains the
"Use of Controlled Cannibalization As a Source of Repair Parts for Supply
Augmentation." (It comes on initial distribution from DA Form 12-9 ...
Maintenance of Supplies and Equipment.)
HEADQUARTERS
An.r Itrnmrson DEPARTMENT OF THE ARMY
W.anSrmrro, DC.. a Avual IWS 1
MAINTENANCE OF SWPUES AND EQUIPMENT
USE OF CONTROLLED CNNIBA TION As rA ior o l pnn I o T i-- ze
oijuilpfll'fL in order In inuhithi them on another ilem
of ed lipment.
Since some cannibals need more control than others, this AR tells it like it
is. It comes on real strong in para 5. That's the one which authorizes your
command to set up a cannibalization point as a control station for this busi-
ness of switching a serviceable part from one It c-rro..or, pnt. A ollecion and di
piece of equipment to repair another of the isnmbi} &n where disposable ieamsare collect,
same i etislfird, anid Ild for recovery of repair parv"
same kind. Otherwise, it can get out of hand. "nr return h supply sat -m.r
2

IMI lE i OlE
If you're not sure which repair parts should be supplied to you from your
nearest "can" point, remember 2 things.
First, these are fringe items which are not stocked by the Army. Second, you
can identify them in the equipment "P" manuals by a Source code such as:

12= IStNM M d i- -i. d nid =ILd 1i

-1 MI Tm IDM all
Cannibalized parts are asked for on the same DA Form 2765 (Request for
Issue or Turn-in) used for a normal supply request with a difference, of
course. The difference is that your supply support wants you to include enough
description for the "can" point type to understand exactly which part you want.
After all, they're the ones who have to hit the boneyard on a recon patrol for
your part.

1WOlKS HR SiOlKED IRS 100
Every now and then you can justify going to the "can" point for a regular
stocked item. That happens whenever your supply support sends you a supply
status card telling you it's OK to pick up a short-supply or out-of-stock item
locally-or that your required delivery date for that item is going to be longer
than the maximum time allowed for that item's Priority -and you need it bad.
._.:" ,. Pa

A worn out part without an FSN or maybe any number
is like an R & R returnee who's lost his ID card. Both will
need a little extra effort to explain what they really are-
and where they belong.
Let that GI do his own worrying, and let's concentrate
on that helpless part that can't do for itself. That part needs
something like this suggested form to help your supporting
supply unit find a replacement.
Support's authority and guide for this type of supply
operation is para 3-20.1 in Ch 11 to AR 725-50. That's the
reason this paragraph is rcfercnccd on rh. form shi,- n hcre.
which a lot of commands irt using .is .i loLl tuide
A ff

ANY INFO YOU CAN OFFER ABOUT AN ITEM HELPS YOUR
SUPPLY SUPPORT PEOPLE AND IMPROVES THEIR CHANCE
OF SATISFYING YOUR SUPPLY DEMANDS... BY CANNIBALIZATION,
FABRICATION ...OR LOCAL PURCHASE. HERE'S A FORM
THAT WILL HELP YOU.

If none of these local supply sources work, this same information becomes
even more valuable. Support will then use it to help make out an exception
data type of requisition. This means that supply transaction card will be processed
by hand instead of by machine. And, since it doesn't have to face a machine, a
justification statement wrapped around the requisition card with a rubber band
won't interfere with anything as it's moved up the supply ladder.

WORK WITr SUPPORT

This approach should be worked out
with your direct support unit (DSU)
to be completely successful- because
your unit doesn't have all the informa-
tion that's needed.
However, it's up to your unit to pro-
vide as much information as possible
from the log book copy of DA Form
2408-7 for that end item .. and what-
ever identification you can find in the
equipment -20P manual. And someone
in your outfit who's familiar with it
should eyeball the actual equipment in
order to describe that particular part's
location, measure its dimensions, draw
a sketch, take a picture, tell what it's
made from, what it does and how it
operates.
Your DSU then adds whatever it can
from its -34P or -35P for that equip-
ment, gives your unit permission to
install that part and explains what hap-
pened to its attempt. to cannibalize.
fabricate or local purchase that part on
the first go-round. This is all for the
benefit of the supph i\ pes at GS Igen.
eral support) and deport. _

HOW ABOUT
THIS ANGLE
SO IT SHOWS
THE PARTS
NEAR IT

GIMME THE
DIAMETER.

r- .

YOU MIGHT DESCRIBE
IT AS A GO-ROUNP
PICK-UP AND PUSH-PULL
SHAFT THAT STARTS
GEARS IN MOTIONy!

Exception data requisitions can ntver
be used on some vehicles. Controlled / B
cannibalization is the only road to fol- 750I98-
low as a supply source for non-supply.--. 2.
parts replacement on the M38, M38A1, -- -
M151 1/4-ton and M715, M725 5/4-( MAINTENANCE POLICY FOR '/TONTRUCKS.
M38. M38AI. AND M151 SERIES AND
ton trucks. That's spelled out by Appen- I/..TON. TRCK MS15, M725
dix B to TB 750-98-23 (Dec 68).
This is the best route for quick action on an item normally considered a
no-no in the supply system because it's not stocked, has no FSN or Part Number,
has a long equipment life, is hard to identify, doesn't belong to a higher assem-
bly ... or a combination of the above. So it has to be handled in a special way
if you really want it.

Dear Wrd4,
We get gigged for n having beat shidld FWH 156"3-80174 an a WJt Pt.

Isarea4 aMacessay?
Ca-r*. .

Dear Specialist C. W. W.,
Yes indeed!
The shield protects the bearing from
engine heat. Without it the bearing
would be damaged because the grease
won't hold up under increased tempera-
rures.
The shield goes on B Model, S/I,64-
13902 thru S/N 64-14100 and on C
Model, S/N 64-14101 thru 66-15245.
Check with support and you'll find
the shield is attached to the fireshield
with the 8 bolts and washers listed in
Fig 112 of TM 55-1520-210-35P-2
(Sep 68). Ai

\I \,

I C, W. W.

I

ASK FOR KING SIZE

Dear Windy, -
What do you think about using a larger washer on the Huey (UH-1D) connecting
tube between the stabilizer bar and damper?
As I see it, the washer under the head of the attaching bolts is too small. A loose
tube and bearing could ride over the washer and bolt-control of the bird would be

lost.
Any suggestions?

Dear Major J.H.P.,
Yes, indeed.
Safety washers, P/N 206-010- 324- 1.
FSN 5310-131-2667, can be used under
each bolt head on P/N 204-010-925-
series connecting tubes for the L H- I B.
D and H models.
A larger washer is already on the
Charlie model connecting tubes.

A"6-'A

MAJ J.H.P.

XM28/XM28E1 SUBSYSTEM: PM NOTES TO YOU ON A...

FLYING /FIREPOWER
... ~,----B,^ '*.aB.-" .^^ "-

% i

Make no mistake, you 45J's,
this quick-switch XM28/XM28E1
is the most complicated yet to heave
over the hill on an AH-1G HueyCobra.
It'll take all your know-how and
plenty of dedicated PM to keep this dude po-
tent, so stay with it every minute, dig?
This critter fires a pair of
7.62-MM M134 Minnies or a pair of 40-MM
XM129 grenade launchers, or one of each
-4 possible turret combinations in
all. Plus rocket pods and/or Minnies under the
But, enough of this chit-chat. Let's get to the

Yep, you'll sob in your suds if you get in the wrong pubs.
Publication changes came thick and fast as this subsystem
shed its bugs, so be mighty sure you go with the very latest:
TM 9-1090-203-12 (28 Dec 68), -20P (23 Dec 68); -ESC (25
Apr 69); and LO 9-1090-203-12 (31 Jan 69). "_o"

f Since none of these
*current techbooks
and lube orders cover
the XNM28E1 a-tall,
) ou' l lust have to wait
until the next revisions come
along. Speaking of pubs.. before
.ou lay a finger on this subsystrrm.
memorize every one of the
V ARNINGS that lead off in the
-12 TM's. It's worth your
life and limb to read and heed...
all the way from keeping all
switches in the OFF position to
warning troopers about how
dangerous those unexploded.
M384 grenades are.

The XM28EI's Special

Check the decal on the turret right off to see which
model you've got. The serial number tells the story:
0001 thru 0396 = XM28; 0397 and up = XM28E1.
The TAT-102A's (XM64's) are being replaced with
XM28El's, incidentally, through MWO 55-1520-
221-40/2 (Nov 68).

N N,

Very important point! The XM28E1
takes different left- and right-hand
weapons controllers and gun drive mo-
tors. Instead of getting 2 firing rates by
use of a resistor-as used on the XM28
-the XM28E1 uses a dual-voltage
motor. So, even though the weapon
controllers look alike, you can't swap
them no-how.

Can't stress enough that you should
NEVER put the XM28 speed control-
lers and/or machine gun drives on the
XM28E1, or vice versa. Just remember
what could happen:
If the pilot or gunner should put his
weapon select switch on BOTH, the
Minnie and the 40-MM could both fire
at the same time .. and a bullet could
Explode a grenade right in front of the
Cobra, so he'd literally shoot himself
down! Ugh!

4 A

IF SYSTEMS ARE
MIXED. YOU RE
IN TROUBLE.

HERE ARE RESULTS
YOU MAY GET FROM
POSSIBLE "MIXES."

OLD SPEED BOX ON XM28E1 -
1 40-MM on old speed box side operates
S normally.
2 7.62-MM on old speed box side won't
fire by trigger but operates low-speed
from 40-MM thumb button.
: 3 In switch position "both" on sight, both
fire together-WHAMMOI

NEW SPEED BOX ON XM28- '.
1. 7.62-MM on new speed box side can't
be fired.
2. 40-MM on new speed box side operates
normally.

1. 7.62-MM won't fire by trigger but will -;Ti
fire low-speed from 40-MM thumb
button.
WPEED 2. In switch position "both" on sight, both
fire together WHAMMO!

Other pointers on these controllers:
Test the XM28's controllers with
your organizational test set (FSN 4933-
855-5828) by following the scoop in
para 3-32 of your -12 TM. BUT don't
use this test set on the XM28E1's con-
trollers till you hear otherwise or you'll
hurt the controllers. In fact, don't test
the XM28E1 controllers at all. If they
don't work right, replace 'em (by DX)
pronto. Repair parts are authorized for
'em at support.

DON T USE
0 ,Q THIS ON
'"- XM28E1
-h (ONROLlERS

However, you can test everything
else electrical on both the XM28 and the
XM28E1 with this set, except the con-
trollers.

. Machine aGn Drive Gimmick
SWith the Western Gear motor you don't have to be stuck
by that RH and LH label. You 45J20's can convert from right-
hand to lefthand drive-or vice versa-easy. To make a
Switch, do this:

Installation/Removal Reminders
Pretty tricky business installing Minnies and grenade launchers and all their
stuff on this system, what with all the combinations possible. Notch these cues
in your noggin and you'll come out ahead:

AMMO COMPARTMENTS Ne'er -
forget to unplug both eleirrical connec-
tors on the rear of the containers before
you slide the ".62. and/or -10-NMM
ammo containers out or you'lll damage
the plugs and the ring and short our
your system. \\'.ah these s ires after R
they're unplugged, too Don't set boxes
or your big feet on 'em. And eteball
'em constant for cuts and bent pins
in the connectors. UNPLUG

Be cotton-pickin' sure you've got firing pin 65F10057 in your XM28/XM28-
El's M134 Gun or you're setting up a jam session. No other will do!
This pin's a component of parts kit, pin and spring set FSN 1005-052-9558
(P/N 5910873). The pin's not stocked or issued separately. You can tell it by
the "V" with a dot in it on the top rear of the firing pin, right behind the elon-
gated slot. The slot itself is longer than on other Minnie firing pins so the tang of
the pin can contact the rear of the bolt assembly. This keeps the pin from vibrat-
ing into the extracted position when the 40-MIKE-MIKE's being fired.
M134 LOADING TIP-Never forget to doublecheck the loaded chute for
looseness or tightness after you're finished loading. If you can't budge the ammo
the width of one round fore and aft with your finger, or if you can move it the
width of almost 2 rounds, make with the fixes in para 2-18b(10)(a) and (b) of your
-12 TM.

XM129 Grenade Launcher
Here're some of the main trouble spots to look for when you strip it for
cleaning and lubing:

That feed arm roller can be a trouble-maker. By the book
(Table 3-4), you should replace it after 10,000 rounds, but it
could wear before that. If you find it flatsided, put a new one
in pronto. For sure, it's a lot easier to replace this roller than to
replace the feed cam ... which is what you'd have to do if the
roller gets shot. 'Cause if the roller's shot the cam will wear
away and slow down the firing and finally affect the timing.
19->

Best bet: Put plenty of LSA-T on the
cam track every time you clean your
weapon. This'll get you lots more mile-
age on the roller. LSA-T comes in an
8-oz tube, FSN 9150-949-0323.

PLENTY OF
LSA-T ON
THE CAM
TRACK

O

Setting Firing Pin Tolerance
SETTING ME
RIGHT S1 ONE
NEAT TRICK!.

Every time you're field-stripping and re-assembling your launcher, be mighty
sure to heed the special instructions in para 3-21 of your -12 TM. You'll save
much rime and sweat and maybe a mission or two.
F'rinstance, when you're purring the drive assembly back together, you've got
to set the firing pin tolerance exactly right before you install the drive assembly
. .. and this can be a near trick. Here's how it goes:

MISSIONS HAVE FAILED XM129 Drve Shaft
WHEN THE 40-MN\ DRIVE
SHAFT WAS INSTALLED
WRONG-REMEMBER-THE
SHAFT IS LIKE YOUR
AUTOMOBILE SPEEDOMETER SUARE
CABLE- IT TURNS INSIDE INTO AN
THE CASING, S UARE

It's extra important to make sure the gun drive shaft is at-
tached exactly right at both ends-the drive end down below
and the turret end up above. Otherwise your 40-MIKE-MIKE
will be just excess baggage on the Cobra.
Connie says it's something like threading a needle in the
dark to get the top end right, since you can't see what you're
doing. What you have to do is to work the square end of the
cable into the square hole in the gun drive motor assembly by
feeling your way. What you have to avoid is putting the
square end of the cable next to the square hole. Sure, it'll slide
in there and even seem to tighten up OK, but the launcher
won't fire.
Here's the way you'd do it on a left-mounted launcher:

21 *l -

Incidentally, new cables come equipped with a star-shaped washer that goes on
the inner cable at the turret end. A handy gadget-but not critical. If you've got
one, use it; if not, don't sweat it, you can still do a good hand job without it. This
washer's not in the supply system, so save your breath. -

DYNAMIC BRAKE SWITCH ADJUST- GUN CRADLE ASSEMBLY Every
MENT-Check this adjustment every time you install the XM129 launcher,
day and also after boresighting. Para double check to see that the 4 bolts (2
3-19a of your -12 TM has the poop. Get top, 2 bottom) that keep the launcher
the habit of eyeballing that aluminum in the cradle are tight. Safety wire
switch cam to see that it's not bent. If it (.032) bolts in pairs to keep 'em tight.
is, you may be able to straighten it out They do work loose, you know!
with a plastic-head hammer, but if you
run into trouble with it get support to
work on it. The big thing is that the
cam adjustment must be just right or
your 40-MM barrel may stop over a line
round just ready to fire. At this point,
the slightest movement of the drum or
barrel could cause the gun to fire.
Insulate the 40-MM recoil switch terminals to stop some K-4 relay and CR-3
diode burnouts in your speed controller, and maybe head off a runaway 40-MM
if expended 7.62-MM links short out terminals by piling up in the turret gimbal.
Use epoxy or rubber-type compound to insulate 'em. Eyeball now and then to
make sure they're covered.

40-MM LOADING TIP-You can dis-
courage jamming of the 0-MIKE. Cl
MIKE this a.s- Turn maygazin in a
feed direction and hand-guide lirsi
round through ficd tra. until engaged
by feed panil. Continue feed as %uu N
hand-rotate launcher drum to a point
where the barrel lust starts to close oiir r
the round.
Adjust ammunition belt tension b .S .
using a rt.chetr rnch on the shafr of 1 ;.
the ammo drum. Then check to see if
ammo can be rolled slightly\ fore and -f ^.J'
aft in the chute. Ammo too tight or too "
loose can bind in the chute and causc
malfunctions. ADJUST AMMO BELT TENSION

~i ~'.

AMMO RESERVE PERCENT METER-Play it safe and set the meter on the
gunner's control panel at 85 percent for a full load of 40-MM ammo and your
mission-makers will come out OK. Why not set it at 100 percent like for a full
load of 7.62-MM ammo? Here's why: 100 percent on the meter means 300 for

THAT'S ONLY 85*/o oF A AND 100%/
300 ROUND LOAD SO SET FOR THE
YOUR METER AT 851% FOR 7.62.
A FULL LOAD OF 40Mi~M
ROUND. OK.

qO-MN ammo, but the drum holds only 265 rounds and your normal load will
run between 250 and 265. 85 percent of 300 = 255, which is a close enough
clue for the Cobra crew. For the 7.62's, on t'other hand, 100 percent on the
meter = 4000 rounds. (Each gun has 2 containers of 2000 rounds each)

Advice On Other Components
SIGHTING STATION -Give
KEP THE it all the protection you can,
REFLEX 5IGHT
COVERED' like keep it in the stowed posi-
tion and the reflex sight cov-
ered when you're not working
on it. And watch those finger-
prints!
'Nother thing, always dou-
blecheck both filaments with
the filament selector switch. If
one doesn't work, replace the
lamp like it shows on page
3-114 of your -12 TM.

XM73 REFLEX SIGHT-If the lenses get fogged, purge 'em dry. Use chamois
cloth or a camel's hair brush-not linen rags--on the lens surfaces, the beam-
splitter and crown lens. They're too easily scratched.
SThis is the first chopper sight that can be purged and charged to get rid of
fogging, but don't let that scare you. The instructions are spelled out in para
3-70c of your -12 TM.
Remember one thing, though, if you
remove the sight from the Cobra to
purge it, you'll have to boresight. So
Spurge it while it's installed, if you can.
S Here're a couple of other thoughts
on purging:
Never use more than 5 PSI on the
low pressure gage or you'll blow out

W -be in a permanent fog.

Be extra careful to keep the cap on the sight valve. It'll
keep dust out of the adapter and valve assembly. The cap is
P/N MS20813-1, FSN 2640-222-4525.
ELECTRONIC COMPONENT ASSEM- _
BLY-Keep a sharp lookout for busted
or frayed wiring and cracked or dam-
aged plug-in circuit cards. Every time
you put this assembly back in the ship, (RA(KED OR YD WIRING
make sure the cable clamps are put
back in place or the wiring will get INTERVALOMETERS-Two big
tangled with the controls. things to watch out for: Oil leaks from
the Cobra's rotor transmission and dam-
age to the electrical connectors because
of clumsiness and absent-mindedness.
Some units wrap the intervalometer in
plastic when it's installed. Older types
need swimming from beneath to keep
'em out of oil puddles, but the new
IIIE~RVALOMTRS PROTCTID? ones are sealed at manufacture to pre-
vent this trouble.

Cleaning, Lubing And Stuff
Repeat: Make gosh-darned sure you
pull your PM according to the very
latest TM's and LO 9-1090-203-12-
look for this LO dated 31 Jan 69-or
you'll find yourself deep in left field -. l -
with a sick subsystem. \ -- '
The pubs'll fill in the details, but a
good general rule of thumb is this: If
you fire that Minnie or 40-MIKE-MIKE
today, you tear it down and dean and
lube it today. And be a stickler for de-
tail. This baby's real sophisticated.
Biggest new change in lube instructions is that you now go all the way on
both shooters with PL-S (Lube Oil, General Purpose- VV-L-800) in the bar-.
rels, and LSA-T (Lube Oil, Semifluid-PD688) or GIA (Grease, Aircraft Instru-
ment-MIL-G-23827) on the other parts. LSA is "out" for this subsystem.
This pinup will help you keep your lube supplies in order:

ORGANIZATIONAL TEST SET-Your
XM28 subsystem is a highly sensitive
critter and this test set is your doctor's
kit- stethoscope, electrocardiagraph
and the like, all in one. Treat it with
utmost kindness. Especially be careful
with the cables you're forever using.
F'rinstance, be careful how you plug
'em in that you don't bend the prongs.

AMMUNITION La 'em
our and ogle 'em good before
you load 'em. That's the best
advice for making sure )our
ammo's read for deli er). On
both ".62-MM and 40 MM .
ammo sou hatc to look sharp .f
for damaged links and car-
tridges and see that the rounds
are positioned right in the
links.
TIP: Run the rounds through an entrance chute end-like M384 HE
a chorus line ... but keep your mind on what you're doing.
This'll help you see any faults they have.
The yellow-headed M384 HE round is especially danger- NEVER KEEP
ous. Never keep live ones lying around and if you come A LIVE
across one that failed to fire from the launcher, hands off! ONE AROUND
Get your EOD support people to take over.

Boresighting and Test Firing
Final, important pitch: The best PM in the world will go for zero if your
system's not boresighted and test-fired before that big moment. Some units skimp
on these details-and then wonder why their gunship can't hit the broad side
of a barn.
BORESIGHT:
1. After PEriodics ... because of possible
changes in hydraulic pressures or minor
adjustments to the systems by you
45J's.
2. After subsystems are put back on the
Cobra ... because things might get out BORESIGHT
of adjustment through handling. TARGET
3. Any time a ship's reported to be off
target during a mission.
4. Any time the Cobra has a hard landing.
5. After replacement or adjustment of the
following major components: sighting
station, electronics control box, turret,
and individual weapons.
Note: Rocket pods or XM18/18E1 arma-
ment systems must be boresighted on an TEST-FIRE: After PM has been pulled on the
individual basis... not with the XM28/28E1 systems and after boresighting to confirm bore-
armament systems. sighting.

YOU'VE GOT REAL
TROUBLE IF DIRT 'N' WATER
ARE GETTING THROUGH TO YOUR.
FINAL FILTER... GET YOUR MECHANIC,
TO SERVICE ALL 3 FILTERS

THE NORMAL 1 BUT OUT
SERVICE (PER THE IN 'NAM OR TAKE
LO) Is 3000 MILES SEA...THIS A
KEEP OUT CARBON, BITS OF OF OPERATION ... OR MAY NOT BE CRANK-
METAL DIRT PRODUCED BY EVERY THREE MONTHS ENOUGH CASE
THE ENGINE... KEEPS THE WHICHEVER COMES SAMPLE
OIL THAT FLOWS THROUGH FIRST! 50,
YOUR ENGINE CLEAN! Y' CHECK
IT OFTEN
... LIKE EVERY
TWO WEEKS

IF1 THE SAMPLE IF THEY'RE
YOIFU TE AMPLE NOT INSTALLED RIGHT
DIRTY.. DO THIS! DRAIN F-O-R-G-E-T IT!!!
CRANKCASE SHE'LL LEAK LIKE A
COMPLETELY WEEIK- OLP CHILD...
AND AND BE SURE YOU
S ADD NEW POSITION THE CUP WITH
POWN.

AlIC FiBLTER / AN AIR FILTER- IF SHE'S SMOKING
KEEPS THE BLACK EXHAUST OR
ENGINE BREATHING POOPING OUT... OR
CLEAN AIR.., AND THE ENGINE'S;:"
GIVES IT ENOUGH MISSING- IT
TO OPERATE MAY HAVE A
I FCLOGGEP
FILTER!

/

-SO, YOU YEAH, Y'MAY HAVE
SHUT DOWN TO POTHIS EVERY
AND CLEAN PAY--OR EVEN
IT!!! A MORE -- IN REAL
PUSTY COUNTRY,

RIGIT,
AND HERE S
HOW TO
DO IT!

SLAP BLOW AIR FROM INSIDE
GENTLY AND THEN FROM OUTSIDE

WASH... RINSE...SHAKE OUT--
AND LET DRY. I

GOT YOU IN A BIND?

-a

Wanna steer clear of a sticky situa- with a TS-352 or other multimeter. If
tion? you get more'n 1 ohm, use more contact

Keep glue off signal entrance box cleaner. Try moving the post in and out
binding posts, which you'll find in 2 or while you're cleaning.
3 dozen varieties of common shelters. Replace the rubber caps when you
Rubber caps for binding posts like get the posts cleaned up .. but don't
the U-106, FSN 5940-223-5293, don't glue 'em back.
need glue to keep 'em in place. They're -
snug enough.
Gook gurgles into moving parts of BINDING
the post, causing electrical resistance, '/ POST
restriction of the movement of the post, FREE OF
and more. Gooked up posts also increase GLU'
repair time, since the posts are needed
for tests. Repair people gotta clean
em first.
So, forget the glue. You also might
check your binding posts to be sure
they're free of somebody else's glue.
If they're gooked up, clean 'em good
with contact cleaner, and be sure they -
operate freely. RUBBER (AP
You might also measure resistance
37

SFact is, hen returning the handset to its cradle .ou should push the retaining
spring. back gently in the retaining cradle. Ind rcck the handsetr into position
in the mounting cradle.
If cItrher spring comes up broken or fails to, hold securel. get a nEv one.
S hen ou rake care of our dalsh Thcse go bs FSN 5805-i01-5866 right hand and FSN ii05-30-!o805 lleft
S PMh chores. use a clean. lint-free cloth hand i.
to %wipe av.a) an moisture and fungus
S- from the case. cord, handset housings. (R HANDLE
CORD NOT (RANK WIT
connectors and baic.rs comparcment. t
This should keep )our Itelphone set OVER TL
alie and conversational. STRETHED

If you favor your TA-312/PT or SURE
TA-43/PT telephone set with a gener- RETAINING
ous dose of moisture-curbing TLC, it's SaREW
a lead-pipe cinch you'll beef up its mes-
sage-moving capacity.
Here's how:
Be sure the moisture shield is in the Watch out for the handcrank on the
transmitter element of the H-60/PT G-42/PT or G-42A/PT hand ringing HOW'S YOUR
handset. generator. It breaks easily. After use,
U ."e _fold the crank into the wheel on the
Generator so it won't get busted off i'
EASY ON THE when you're handling the telephone set.
.0* .-.. RETAINING If the crank should come up broken,
SSPRINGS get your direct support to install a re-
placement. It's smart PM to eyeball the
retaining screw on the crank handle. )
Take it easy real easy when you Be sure it's secure. The handset cord
put the H-60 in its cradle. If you use does a good job, too but not when
too much energy in positioning the it's over-stretched and pulled snapless.
MOISTURE SHIELD handset, you can break the retaining If this happens too much, the cord frays
UNDAMAGED springs. and breaks at the connection points.

38 39

O'course you need to adjust the speed
of your non-synchronous teletype-
writer, whether it's a TT-4( )/TB, TT-
76( )/GGC, or TT-98( )/FG.
But don't make the adjustment with
a pair of pliers on the motor governor
adjustment worm. Use your fingers ..
gently now... and push the worm in
to speed up the motor, or pull it out -
kinda slowly to slow motor speed.
Truth is, pliers can burr that nylon
adjustment worm so much that the next
operator (usin' his adjustment fingers)
could come up with some bleeding
lacerations.

An over-energetic push or pull could
even lock the adjustment worm spring
- and that means your teletypewriter'll
have to hit the road to support to get
the locked spring freed.

CABLE CONNECTOR SAVER

Warch out for the power cables in that AN/
TCC-i, -20 telegraph terminal 'specially the
PP-812 connecting cable on the AM-683 amplifier-
filter.
'Cause too much tugging on the AM-683 drawer
can leave the cable's P804 connector broken.
To get away from this drawer dragging, put the
cable in the inside bracket.
If this doesn't take out the necessary slack get
support maintenance to give the bracket a right-
angle rm ist. This'll raise the connector out of the way
when it's hooked up to the PP-812 power supply- PUT THE CONNECTING CABLE
test set. INSIDE THIS BRACKET

DIAC A

If \our INM-1 '-/PD radiac set's slack
on its back for %wanr of the right ca.rr)
ing strap. .ou need a nc FSN.
1 'You can get a lift ith Sling Assem-
blh. FSN 6065-646-9-i04 You'll fnd
this stock number on page B-'. TM I I-
6665-213-12 Olul 69).

I '''h:

Yes, watch that AS-1729/VRC
antenna. It's pretty flexible, but it can
be zapped in a second if your tiedown
isn't right.
For a workable tiedown, position
your tiedown ring on the upper section
of your AT-1095 antenna element,
about 2-1/2 feet from the tip end.
This'll bring the antenna's flexibility
into play, and give it a chance to release
if it has to defend itself against a mis-
guided tree limb or trouble-causing
overhead wires.

If you place the ticdo"n ring on the
lo~mr section of the AT-1095, the an-
tenna could get in a bind and snap.
Some vehicles have a hold-down
clamp which shouldn't be used as a
hook. The antenna snaps into the top-
side of the clamp, allowing it to spring
up if snagged. Don't hook the antenna
beneath the clamp. If it snags, it'll
shatter.

Desist with that humidity plate in
your CP-223B/UM humidity-tempera-
ture computer.
It's got an electrical fault that can
result in errors up to 3.5 recorder divi-
sions (whatever they are).
You can get a new plate with FSN
6660-179-5846. Once you install it,

your computer becomes a CP-223C/U,
FSN 6660-179-8633.
To install it, remove the inner
knurled locknut, lift the cursor and the
plate from the assembly, put in the new
plate and replace the cursor and
locknut.

IT.

M113, M113A1 PERSONNEL CARRIER...

S RELOCATE... COI

^ JW
^ ^ A1

1MUNICATE

Hey there, you communication' PC types why take chances on banging up
an MX-6707/VRC antenna matching unit-either inside or outside your M1l13
or M113A1 armored personnel carrier?
The solution's a matter of relocation'
the AT-912/VRC or the AS-1729( )/
VRC antenna using the alternate OLD
method of installation spelled out in
TM 11-2300-355-15-5 (Mar 67) for
radio sets AN/VRC-43, AN/VRC-46,
AN/VRC 53, AN/GRC 125, AN/ NEW
GRC-160, and AN/VRC-64 (for single POSITION
installations only).
The alternate location near the
driver's hatch cover will keep the
left-hand gun shield from damaging
the matching unit outside the vehicle.
The hatch cover will clear the match- Mounted in the standard location,
ing unit, too. the antenna base AB-719/VRC or the

NEW
N[W U
RADI 0
LOAUION

PINIJLE
MOUrNT 0a

MX-6707 can tangle with the gun
shield, 'cause there's not enough clear-
ance to avoid damage to the matching
unit installation.
The relocation will also keep the in-
side installation of the matching unit
from striking against the pintle mount
of the M60 machine gun. It'll make it
easier to remove the pintle mount,
what's more.

If you have anything to do with U.S. Army tracked vehicles you've got a piece
of the torsion bar action.
First thing to know about torsion bars is that replacing a broken one is lois
harder than keeping it from getting broken.
You keep torsion bars in one piece by driving as careful as you can so the bars
are not put under any unnecessary strain. (Leave the cowboy driving to cow bos s.)
The 2 front (No. 1) and the 2 rear (No. 6) bars take the most lumps o
they're the ones most likely to break.
Check all the bars every chance you get. Try to lift up every road wheel with
a tanker's bar. If you can lift a wheel the torsion bar for that wheel is broken.
Driving your vehicle with a broken bar is a sure way to get other bars broken.
So try to catch broken bars as soon as they break and replace 'em.

REPLACING BROKEN TORSION BARS
*There's no easy, fool-proof, wayto6'do.rhis. The way you go about it depends on
the vehicle, the position of the broken.bar on the vehicle and the location of the
break.
S.The big problem is rust The torsion TORSION BAR
bar and its anchor get rusted together and
when the bar breaks you have trouble
getting the inboard end of it out of the
anchor.
Sometimes use-can you a little penerrat-
ing oil to loosen the bar in its anchor.
Squirt the oil around the junction of the ANCHOR BAR RUSIS
bar and the anchor and leave it there IN ANCHOR
ovIN ANeCOR
- overnight.

Depending on the aa) the rcrsion
is broken \ou might be able to artra
lshde-hmrnmer to the hole in the end of
bar. If \ou can't \ou still miiht be
to spol weld the hlide.hammer end to
bar and hammer a."\ a irh the pt
weight.

R I

If your vehicle has access plugs in the
roadwheel arm housings next to the torsion
bar anchors you can take the access
plugs off and drive out the broken tor-
sion bar with a drift and hammer.

No single method will work all the time. Start with the methods listed in the
vehicle technical manuals. If these don't work you can try to improvise a method.
Sometimes you will find the best way only after you have tried all the others.

r4

45

TO PRELUBE YOUR TRANSFER...
TRY A PUMP-PRIMING PROGRAM

M548 XM730
XM727

": .

S, IF SANTA BROUGHT YOU ONE OF
,' THESE TOYS RECENTLY...HERE'S
SOMETHING ABOUT PUMP
SJPRIMING YOU SHOULD KNOW./

Yep!. Like every ol' country boy
knows, when you break in a new PUMP
pump you have to prime it.
This goes for the M548 6-ton cargo
carrier, and the XM727 and XM730
missile carriers.
When you replace the differential oil pump (FSN 2520-903-0281) on any
of these 3 vehicles it won't start pumping oil until the engine has been running
at 1500 RPM for 5 seconds.
This don't hurt the pump any but it sure does mess up the transfer gearcase.
'Fact, you can entirely ruin a transfer in the 5 seconds before the pump starts
circulating oil from differential to transfer.
HOW LONG OH, DO
YOU HAVE YOU HAVE
GOOD EVENING, THE ENGINE TO RUN
MR. TROOPER, RUNNING AFTER THE ENGINE?
THIS TRANSFER OIL- PUMP
WILL SELF- REPLACEMENT?
DESTRUCT IN
FIVE SECONDS
UNLESS...

What you need is extra oil in the transfer to protect it during the critical
5 seconds before oil arrives from the differential. You only need this protection
once because after the first 1500 RPM 5-second run the pump starts moving
oil as soon as you start the engine.
Here's how you protect the transfer:

Start engine and bring it up
to 1500 RPM, holding it
there for 5 seconds.

It's only on transfers for the M548 and XM730 (P/N 10949816) and the
XM727 (P/N 11598463) that you go through this drill. The transfers for other
members of the M113/M113A1 families are different and don't require prim-
ing when you put in a new differential pump.

Is

Did y'hear 'bout the li'l city kid who took a package of powdered milk to
school to show where milk comes from? He knew what milk was, all right,
and he'd handled a lot of it, but he was pretty hazy on how the thing got started.
That's kinda like a truck driver
whose clutch poops out sooner'n it
ought to. I ALWAYS START
IN FIRST GEAR...
OW, WHERE AND LET UP ON THE
COULP 1 HAVE GONE CLUTCH PEDAL EASY
WRONG?
...NEVER SKIP GEARS...
NEVER POP THE (LUT(H...
NO JACK RABBIT STARTS

NEVER RODE THE
CLUTCH PEDAL, TOOK
MY FOOT OFF THE
PEDAL TILL TIME
TO SHIFT
MUSTA BEEN
TO UTAT WITH This driver doesn't go back to the
TART WI. real beginning where his clutch
sos' trouble really started. Like when he
should've kept close tabs on his clutch
S i pedal free travel when he could've
hollered for a mechanic to adjust his
clutch when his clutch still had a
chance for a long 'n' happy life.

Sure, your clutch won't last forever fact is, it's wearing' out all the time
you're usin' it.
But here's the gasser:

It's so easy for you to check on your clutch adjustment-no muss, no fuss-
and it takes only a couple seconds.
First, to get set up, get the dope on your clutch pedal free travel from the -20
TM on your vehicle.

I m t' e no less then

I

li~I~

HOW
MUCH
FREE
PLAY?

Whoa not done yet! Let's make it easier to check your clutch pedal free
travel next time:
Measure up your clutch pedal shaft from the toe board. Paint a mark, or wrap
a piece of tape around, right where your free travel should be. (Maybe your CO
will go along with your making a little mark here with a file.)

FREE TRAVEL

BY YOUR TM

Now, before you start up your truck, you just press down on your clutch
pedal and see how you're sitting' on free travel.
That's what you call getting' milk at the cow.

There's no more repair or rebuild
for that generator voltage regulator on
your tactical wheeled vehicle -no mat-
ter whether it's the old carbon pile or
vibrator type regulator or even if it's
the new solid-state (transistorized) job.
DON'T TOSS...
DX IT. I

MAYBE ALL IT NEEDS IS A

This goes for both the 25-amp and
100-amp system regulators.
And it's the same deal on the 60-amp
AC-DC alternator-no repair or re-
build. (This's the alternator, with built-
in regulator, that's standard equipment
on many new-production tactical wheel-
ed vehicles.)
But, if your regulator or alternator
goes on the fritz, you still handle it with
care-just like you do with items
that're DX'd for possible repair or
rebuild.
Your support wants your bum regu-
lator or alternator. They'll check it out.
Maybe it's just a li'l sick and can be
put back on the road with adjustment
or cleaning. If it's one of the 100-amp
solid-state jobs, they'll send it to the
U. S. Army Tank-Automotive Com-
mand with an EIR.

YES... BUT IF IT
CHECKS OUT FAULTY
LET YOUR SUPPORT
HAVE A CRACK AT IT! '

This net solid-state turn signal system includes a "hazard warning," a 4-way
flasher like you see on late-model commercial vehicles. You've got to pull
do% n on the short lock lever to push the control handle all the way up to 4-way
flasher position. If you try to ram the handle up without using the unlock
lever. )ou'll bust 'er for sure.

No more repair of those old vibrator-type turn signals. That's the kind h.at
were put on your vehicle either in production or by MWO 9-2300-26.(20
(rescinded).
From now on, when you've got a breakdown in that old-type turn signal set
up, you replace the whole deal with the solid-state turn signal system non conm
ing out on new-production vehicles--1/4-ton through 10-ton. You m.ike this
switch with:
Kit, solid-state turn signal, FSN 2590-050-8821.
The kit and repair parts are in TM 9-2320-218-20P w/ch 1 (Feb (69 for thiL
G838-series 1/4-ton vehicles (M151A1 etc.). The same poop will bL ,hol in'
up in -20P TM changes or revisions for other tactical wheeled vehicles
Instructions for installing the kit are in TM 9-2320-218-20 (Aug ObS
There's no repair authorized for either the control assembly or rhe tfl.hIr
in this new solid-state system no matter whether yours came in pir.du.cijon
or by kit. Both items are supposed to be pretty trouble-free, so if etrhcr yuur
solid-state control or flasher gives out, fire off an Equipment Improvement
Recommendation (DA Form 2407) giving the details and send along the
failed item.

After you warm up the engine or
after operating the truck, you're smart
to toe the mark too.

1. S p en i
2.~~ ~ Red yu ollvl n iut fe

Natch, you can't click with the dip-
stick if you don't have the right one.
The new gage, FSN 6680-887-1334,
has the FULL mark at 21-1/8 inches
from the bottom of the screw cap.

SOLID FRONT ENGINE MOUNT..

Presto!
Your troubles vanish from the en-
gine front mounts of the multifuel
G742-series 2-1/2-ton trucks. A tough
Grade 8 bolt does the trick.
You put it on and you no longer see
cracked injector pumps, busted bolts,
shaky brackets and engine shifting.
The new bolt goes on with hard-
boiled partners to do the job a self- IS YOUR PROBLEM
locking nut and a hardened washer. LOOSE ENGINE
You get them with these FSN's: FRONT MOUNIS'

The parts are so rugged you have to use the new washer to protect the
mounting bracket from the bolt itself. It's an extra-strong washer for the bolt
head. You use the "old" washer for the nut end.
When you got them all in their positions, torque to 75-80 ft-lbs.
New trucks now get the strong bolt right on the assembly line.
You can't lose with it.

MPIN' BRAKE HOSE
SO THAT WAS
THE BUMPING
A LEAKY NOISE I HEARP.
BRAKE
.. HOSE PIP 9m>

You
ever see
Sa truck up it
and
S take off
on its own?
It's crazy,
man,
crazy.
It can happen
to you if you've
gota

S multifuel
without the
rachet-type engine stop.
Yep, you gotta have the one that
stays out when you pull it out, like it
says in Article 85 of TB 750-981-4
(Oct 68).
You get the positive-lock engine
stop with FSN 2990-077-1940 (PN
10872080-2).
Early muirifuel models %irh no such
lock have been known ro bolt a.a)
without a driver.

YOU NEED THIS...

STRATCHET
S.- WITH

te:

You can't afford a brake hose smackin' a suspension arm on any of your 1/4-
ton trucks.
In no time, the brake hose will wear through and leak fluid.
It'll pay to check all your M151 series.
You've got troubles if you see one restin' on a suspension arm, especially a
lower front one.

What Can Be You may be able to solve both
Done About problems by getting the new starter
The Starter switch (stamped KJ-990008) with a
Switch Sticking stronger return spring and better con-
In an M715 or tacts (the old switch is stamped MS-
c M725 1/4-Ton 27199-1). FSN 2920-168-2339 for the
Vehicle? And new switch is in TM 9-2320-244-20P
Why do Some (Oct 68).

Out so Soon

Even with the imprned suirch.
though, you should plant sour foot as STRAIGHT
squarely as possible on thb s% itch, press DOWN-
firmly and let up as soon as the engine RIGH
takes ahold.
Switch trouble comes Irom pushing
sideways and from "tickling" insadcc.
of pressing good 'n' hard. Both the
switch and starter will suff'Lr if you're
slow getting' your foot off thet sith SIDEWAYS -
when the engine starts. WRONG
58

Why is it So Hard
To Shift From 4-Wheel Drive m
Back To 2-Wheel Drive
Sometimes?

1Like it says on page 40, TM 9-2320-244-10
(Aug 68), this's caused by "buildup of torsional
stress in the drive train." Although this binding
usually comes from driving on a hard surfaced
road in 4-wheel drive, a lot of guys don't realize
the same thing may happen in cross-country
operation.
You never, never try to force your front axle drive lever forward to dis-
engage the front wheel drive-you'll bust something for sure with your
muscle act.
Just coming to a dead stop may let you shift easy. Or, if that doesn't do
the trick, back your vehicle for a few feet to take out that "torsional stress"
and then shift easy as pie.
-STOP (STOP) -
ALREAPY.. 7

With Engine Timing d ie d s y dAY..iese
Set at 5' BTC
And Idle at 550-600 RPM.
There's Still A Problem
With Dieseling
(Engine Keeps Running
After Switch is Turned Off).
What Now? -

If and only if that timing and idle don't stop your diesel-
ing, try resetting the idle at 500 RPM. If resetting your idle still
doesn't stop the dieseling, then and only then reset your timing
at 20 or 30 BTC (this change in timing may result in your engine
losing a little of its poop).
59

Why do so Many Carburetors
SCrack at the Fuel Inlet Fitting?

SProbably because some mechanics use
only one wrench to install the fuel inlet line.
While turning the line fitting into the carb USE TWO
fitting, they force the carb fitting farther into WRE
the carb farther than it's supposed to go -
and the carb cracks.
You've got to use 2 wrenches one to hold
the carb fitting still and the other to turn the
line fitting.
And no messin' around with that carburetor
fuel-inlet-needle-and-seat-assembly. That's for
support only.

THINGS
UAP BY
MESSING
AROUND

S' -What's the Cure
For Loose Engine Mounts
That Let Engine Lunge
Ahead so the Fan
Tears up the Radiator Shroud?

Like getting' a vaccination for small pox, you don't have to worry
about a cure if you don't let the problem get started. So you check those
engine mounts once in awhile and tighten 'em if they're starting' to get
loose.

And check the rubber insulators, like
it says in para 01-2 of your -20 TM.
Make sure these insulators have still
got bounce -so they work like a
cushion to soak up engine movement.
If your insulators have gone dead no
bounce or if the layers are coming'
apart, you need new insulators.
There has to be a little movement of
the engine, so check your radiator
shroud to see that the fan clears it by
at least an inch. If there's not enough

clearance, you may have the old 18-in
diameter fan. Get the new 17-in job

FSN 2930-168-2340. Then if you don't
have enough clearance between your
fan and the radiator shroud, you'll have
to trim a little off the shroud.

IsTh. Any U.7 To
Keep the YML&&Lo Wq-.
fi. Hagting Ei= &
AndH1 9-9?

'%Mjy You can adjust 'em any one or all of 3 different ways to keep your
wipers from tangling. It's a trial 'n' error adjustment till you get 'em
just right.

1. Oge I mgl of the 2. Gmeo e wiper Mde 1 Mo the wbe aHed-
wi*er I by prling it d hmliyl4inhsagsw desy--.llmal
as posing in. an lk lryowertal t ho a le a-Minr Aidt k a new
"ring m he lde to the d angle prd i al dt se it
angle you w md tIhe on I on the sl .
-rginning h e new.

A hotfoot can get a laugh all around
sometimes but not so for your in-
trenching machine.
Lots of these Parsons and Unit Rig
monsters have been turning up on dead-
line for just that reason .. a hotfoot
on the digging end.
The thing is, lube-rack majordomos
forget about the foot shaft and bear-
ing. The grease fitting there's not easy
to see because there's a cover plug on it
to keep grit out of the lube.

But it's no
agony. Every
other oil-often
this hidden fitt
catch.

trick to ambush such
10 hours when the
points are due make
ing the No. 1 place to

FITTING
ON END OF
FOOT SHAFT

J~l~i~lf

~eoc~b --Pi1a

( .(1 q

BOOM ROOM...

STOPS CRANE STRAIN

Hey, Rough-Terrain Crane users listen good when you gotta go,
remember -
Bent booms wreck more 2380's than everything else put together -
But you can beat the boom bamr.. this way:
Use your overpack tow chain to snub the hook to each dozer blade eye.
Then carry the boom 8 inches above the cradle bottom to travel.
Besides that -
Don't travel with clamshell hooked on the boom, not ever.

SNUB HOOK
WHILE
TRAVELING
8" CLEARANCE HERE

Don't let the boom hit the boom cradle filler block -
And fasten your crane cab cross-braces before you start.
You could do $2,000 damage in a couple of miles otherwise.
That's $1,000 a mile pretty expensive.
But do it right, and the fuel cost is about 310.
Quite a saving.

EXTRA JOB FOR DA 2402

Dear Hall-Mast,
When we send a DA 2407 to our DS unit, they require that we tag the component
or part that's to be repaired or replaced with a DA 2402.
Does TM 38-750 have any guidelines on this use of DA 2402?
SSG C. W. F.

Dear Sergeant C. W. F.,
Nope. Only two types of items -
direct exchange (DX) and EIR exhibits
- are required to be tagged with
DA 2402.
For any extra uses of DA 2402 (un-
der authority of para 1-7c of the TM),
it's up to your support to set up the
rules in its local SOP. \ V

t,,4CK
[-OCAI-
SOPU

CADUCEUS DECAL

You can put away that paint if you're trying to paint the Army Medical
Service insignia on your ambulances. You can now get decals. You order Decal,
Medical, FSN 7690-798-2407, from Defense General Supply Center, ATTN:
Stock Control Division, Richmond, Va. 23219. It's RIC S9G.

Hold one with that item on Page 58
of PS 200 about putting no alcohol in air
compressors. An alcohol evaporator is
a part of the winterization kit on wheeled
vehicles in cold areas; it helps keep air
lines and air reservoirs free of ice. So,
if you have the alcohol evaporator on
your truck, you use alcohol in it. Never
put alcohol directly into your truck's
compressor, though, nor in your other
compressors. Danger!

Upaomn In PS
The M548 Cargo Carrier your baby?
Make a date with PS Magazine Issue
206 next month it's got the scoop.
For you supply types, PS 206 will have
umpteen pages on the IN's and OUT's of
DA Form 2765, as well as the cool word
on UND's and IPD's .and other stuff
like that.

74 Sct0t^ta
Fill the cylinder on your Huey and
HueyCobra ground handling wheels
with genuine, petroleum base hydraulic
fluid, MIL-H-5606. NEVER use synthetic
base lubricating oil, such as MIL-L-7808
- it will eat out the seals and sideline
the wheels.

Pull pm, Jack/
Believe it or not, there're important
PM services'aircraft types should pull on
the B-5 tripod hydraulic jack, FSN 1730-
516-2018. The new TM 55-1730-202-15
(3 Jul 69) has the scoop on the 5-ton
capacity job.
Get T7e enuciw~e
If your Huey (UH-ID, H) is authorized
a smoke generator subsystem, never use
an alternate fluid in the tank or she
might blow her top. FSN 9150-261-7894
will get you a 55-gal drum of the right
stuff Fog Oil, MIL-F-12070, Type
SGF2.
Pait's 4 No-No
This painting, stamping or burning of
small arms wood stocks is strictly no-go.
It takes too much sanding to wipe out the
old unit markings when that weapon's
turned in for repair. Stick to tape any
color and replace it as often as
necessary.
Operators SOP
Be sure you read and heed TB 385-
101 (Jun 69), if you operate a crane,
crane-shovel, dragline or similar equip-
ment. It gives you safety and guidance
info for operating your equipment
around energized power lines.